Air-brake system.



E. J. NEWTON. AIR BRAKE SYSTEM. APPLIGATION FILED Jun}: 21,1905.

922,318. Patented May 18, 1909.

2 SHEETS-SHEET 1.

E. J. NEWTON.

AIR BRAKE SYSTEM.

APPLIGATIOH mum mm: 27. 1905.

Patented May 18, 1909.

2 SHEETS-SHEET 2.

prehends energy converting and storing Jl'ltUllIllllSlll mitonuitlcally made operative,

moving object as it comes to rest into potcn-- sourcewhich is employed for driving the venected from the running gear of the vehicle,

-1neans of a clutch. preferably of the magnetwally actuated variety, which is governed liUWIN .l. NlfiW'iUN, OI UHIUAGO, ILLINOIS,

ASSIGNOR TO THE AMERICAN ELECTRIC SPECIALTY COMPANY, A CORPORATION OF QOLORADO.

AIR-BItAKE SYSTEM.

Specification of Letters Patent.

Application filed June 27, 1905.

Patented May 18, 1909.

Serial No. 267,177.

To all whom it may concern:

lie it hnown'that I, EDWIN J. NEWTON, a citizen of the United States, residing at Chi-- engro, in the county of Cook and State of Illinoisfhuve invented certain new and useful improvements in Air Brake Systems, 01' 'l-llt'll the following is a spcciiicatimi.

My invention relates generally to apparatus for converting: the kinetic energy of a tial energy, and utilizing the potential en ergy for any desired pur )osc; and it is con cerned more purticulariy with, converting and storing up the kinetic energy of a moving vehicle, and in utilizing the stored up energy For operating mechanism for assisting in orresting the movement of the vehicle.

lt'is nvell known that more energy is Teuota to start a vehicle than is re uired to keep it moving, under the same com itions of loud, alter itis once under way, the cause being that the inertia of the vehicle has to be orereoiue in starting it. This force is present in the moving vehicle, in the form of kinetic energy. and must be overcome when it is desired to bring the vehicle to rest. It is the, present practice. in systems of vehicle propulsion, to use additional energy from the hiclc to bring it to rest.

()ne ohieet of my invention is to employ the energy present in the moving vehicle for operating thehruke mechanism employed to stop it, and thus avoid the unnecessary expenditure of energy olflth z present systems.

In its preferred iorin'my invention comwhen the motive power is withdrawn from a moving part or vehicle, to compressair or other fluid, and mechanism, as fluid pressure brake nu-chanism, o )erated by the compressed air or fluid. lhe energy converting and storing mechanism is normally disconhut is adapted to be connected therewith by by the same controller that controls the elec tric motor that drives the vehicle, the arrangement preferably being. such that when the controllei is moved to interrupt the circuit ol' the motor, it closes the circuit of the clutch and thus throws the energy converting and storing mechanism into gear, this mechanism being disconnected when the controller is moved to make the driving m0- tor operative. With this organization I preferably associate a circuit controlling switch actuated by change of pressure in the reservoir which receives the converted energy, oi; fluid under pressure, this switch being arrh nged automatically to place the clutch uridcr the control of the motor controller in its If osition when the ressure in the reservoir a] s to a certain pre etermined ioint. This idea may be further extended to include an arrangement wherein, as explained hereinafter, the switch successively puts the clutch under the control ofthe motor controller in certain of its on or operating positions as well as-in its off position.

' In the accompanying drawings I have illustrated certain of the forms in which my invention may be embodied.

Figure l is a diagrammatic illustration of the running mechanism of an electrically propelled vehicle or car e nipped in accordance with my invention. i .2 is a. like illustration of vehicle or car wit 1 a somewhat modified arrangement. Fig. 3 is a View, artly in i icross section, of a pressure actuatet switch which I prefer to employ in connection with the system of my invention; and Fig. 4 is a sectional view of a form of magnetic clutch which may be conveniently used in my system.

In the drawings, the some parts, wherever shown, are designated by like reference characters.

In the accompanying drawings, I have illustrated my invention as being an lied to an electrically propelled.vehicle suc as an ordinary street car. The wheels of the car c e and a a are shown in pairs on the axles a) and (1, res ectively. The wheels, as illustrated, arc o the usual flanged type, and are adapted to run on metal rails which, in ac- C-OI'(&I1CB with the usual practice, may be connected with the earth or return portion of the electrical circuit employed insupplying energy for propelling the car. In the present instance the wheels a a have keyed to their axle a a gear I) which is caused to mesh with a pinion c mounted loosely on a crank shaft d connected with an air compressor 0. The pinion c, as illustrated in Fig. 4, is arran cd to form one elementoi a magnetic clutc c, the other element 0 being keyed or otherwise secured to the crankshaft. The magnetic clutch is of a well known form, and comrises, in addition to the elements above reerred to, a winding the ends of which are connected by means of conducting straps c" and c", properly insulated from the metallic portions of the clutch with the contact rings 0 and 0', respectively. The contact rings are sup ortedop a ring of insulating material c, an are constantly engaged by the contact brushes c and a, respectively, throu h which current from the electric circuit for t e operation of the clutch is led. The contact brushes are mounted u )011 and insulated from'one of the bearings of the crank shaft.

The crank shaft is provided with adouble rs crank arm (1, to which are journaled, in the reservoir f is ada to 'i. The brake cy inder k may actuate the brake mechanism in any convenient manner, as b means of the brake shoes l I carried on the rake beam 1, connected with the of the brake cylinder by lever Z. n the present instance the brake shoes I l are shown as engaging the wheels, a c to the axle a of whis t e motor m is connected; but it will be understood that the brake might be made to engage the otherwheels a a, or any other convenient portion of the running ear of the car.

With t e reservoir f I have associated a pressure operated switch It, the office of which will hereinafter be explained. This switch, as illustrated in Fig. 3 comfprises, in

sting cylinder the present instance, a number 0 pairs of contacts h, h, h, h, h, and h, mounted on insulating strip it supported by uprights h carried on the casin g of the switch oper- T e contacts are mounted in two series with the engaging faces in parallel planes, and between the two series is laced a metallic bridging member h which a'dapted to move lengthwise of the contacts to complete the electrical circuits between successive pairs of contacts. The bridging member may be, as shown, U-shaped, and so arranged that as it brid es successivepairs of contacts it maintains 0 need the circuits that it has completed between previously bridged g. T 1e piston head is pairs. This U-shaped bridging member is carried on the end of the )iston rod 9 the other end of which is provii ed with a iston head adapted to move within the cy inder provided with the customary packing and lo] ower ring, and between the piston head and the closed end of the cylinder is a:,co|npression spring 1 which tends to thrust the. lead toward the other (SF; cuf {if the cylinder? as to move the bridging shall now iston 7 member into a position where it will complete the electrical circuits of all the pairs of contacts. As the pressure in the reservoir f, with which the switch actuating cylinder-g is in communication, rises, the piston thrusts the bridging member h successively from the pairs of contacts until, when the ressure reaches a predetermined value, the hridgin member has been thrust from between and opened the circuits of all of the pairs.

As described and illustrated in the accomp n ing drawings, the clutch which I have pre erred to employ to connect the running gear of the vehicle or car with the fluid comressor is an electro-magnetically actuated clutch, and consequently requires for its operation a s stem of electric circuits'which I ascribe. The controller n of the car is preferably rovided with a series of contact points in addition to the contacts through which the circuits of the repelling motor of the car are controlled ese contacts are illustrated at n, n, n", n, n, and n of the drawin s, arranged in the arc of a circle on the top of t is controller, and adapted to be contacted by the arm of the controller as it is moved from one to another of itspositions. The motor circuit contacts of the controller are shown in Fig. 1 as another concentric series of contacts designated a n, a", n", and n", and areillustrated as inc udin between them a series of resistances r, w ich are arranged to be successfullycut out of circuit as the con- 7 troller arm is moved from left to light in a counter clockwise direction, to increase the current flow through and the s eed of the motor. It will be understoo however, that any convenient method of controlling the circuits of the motor may be employed, as this feature forms no part of my invention. It will also be understood that the illustration of the various contact points of the controller as being located on the top thereof, and in position to be direct] contacted by the controller arm, is mere y diagrammatic, and that, in accordance with the usual practice, these contacts may be arranged within the casing of the controller.

Each of the clutch circuit contacts a, n, n, n, n, and n on the controller is connected by way of conductors 1, 2, 3,4, 5 and 6, respectively, with the corresponding one of the pairs of contacts h, h, h, h, It, and It", respectively, on the pressure actuated switch It, the remaining contacts of the pairs being connected to a common conductor 8 which leads to one brush and contact ring of the magnetic clutch c, through the winding of the magnetic clutch, out by way of the other contact ring and brush, and thence to earth or the return conductor by way of the metallic running gear of the car in contact with the rail. The controller arm, which engages the clutch contacts and motor contacts as it passes over them, is illustrated as being connocted with the trolley wire 9 by way of con ductor 7, so that as it so eeps over the contacts in being moved from one position to another, it closes first one and then another of tho alternative branches of the clutch circuit, putting each in turn in voudition to conduct current to the clutch, subject to the control of the pressure switch 1'4.

' The operation of my system, in the form illustrated in Fig. 1, is as follows: Assume that the car is running, and that the controller arm is thrown as for us it will go in n counter clock-wise position; that is, so that it rests upon and makes contact with contact points n" and n, thus allowing the current from the trolley or supply conductor ll to flow in its full force to the motor in. Also assume that the pressure of the fluid in rcservoir fis sufficient to move the piston hood 9 against compression spring g for enough to thrust the bridging member it beyond the lust pair of contacts h, as shown in Fig. 1, thus opening all of the branches of the rir cuit of the magnetic clutch. When the motormun wishes to bring the car to it stop, he throws the controller in'm for us it will go in u clock-wise position,--tha.t is, to the point where, as shown in the drawings, it rests upon contact n-'-thus cutting oil the flow of current to the motor; and then moves the air valve iinto position to permit the air or fluid under pressure to flow by way of pipes f and i from the reservoirf to the brake cylinder 1:. The entrance of the com iressed fluid into the cylinder 1r causes it to draw in its piston, which movement is communicated by Wu F of piston rod is and lover I" to the brake beam 1, which thrusts the brake shoes Z carried at its ends against the wheels. But the flow of compressed fluid from the reservoir-f to operate the brake causes an immediate reduction of n'essuro in the rescrvoir, and the result is that the com lression spring; 9" in the switch actuating cy inder g Forces the piston head g" down until the pressure of the spring and the pressure in the res? orvoir again balance each other. if the mduct-ion of pressure has been sullioiont, the bridging nn'unbcr ll of the switch will be moved for enough townrdtlu-v cylinder to be inter-postal between the first mir of contacts la, and thus close the branch of the clutch circuit that includes the rondm-tor l and contact n. As the controller arm has been moved to the position where it rests on coni tau-t n the (ircuit ol' the nmgnctic clutch is completed from the trollev or supply condoctor 9 to earth by way ol conductor 7, the

controller arm, contact n which'it engages, I conductor 1, switrli contacts It. and (01k ductors 8 and 12, and the clutch inunediately actuated to connect the compressor e with the running gear of the cmby way of the connect ng rods 6 and 4 the crank shaft 1 (I, the nmgnctic clutch r, the pinion r, and the gear l: with which it meshes. it follows that ii the pressure in the reservoirfis low cnmlgzh to allow the bridging member of the swilr-h to be inter mscd between ('onturts Ii, '70

or it the press-11mm reduced to that point in the initial not of stopping the cur, the clutch will be actuated to opcrntivcly connect the com res-sor with the running gear of the cur bv t u some movement of the (mntrollcrlmn- 7 die that disconnects, or renders inoperative. the umlor that propels the cur. .ln this we the kinetic energy of the nuwing car, as it (f-Uillt'f'i to rest, serves to drivctho compressor. which. in turn, compresses the lluid which is employed in urinating the mcrhnnism thnt arrests the movement of the car.

it sometimes happens. howcvor, that no der certain conditions the kinetic energy made available as the st! rooms to rest is not sutlieicnt to stor up all the power that is necessary lor the operation of the brnlic mechanism. For instance. it mu he that the cm is being run at a conipnrutivcly slow speed, and is being stopped frequently, us might be the rose here it is proceeding through the streets of u, cit). lo this ({tSt' considerably more energy is uscdtor the operation of the brake mechanism in stop ping the car. than is supplied by thi-fhinctri energy of the our in coming, to rest, and it is necessary to provide from another soun-c sutlicienl romprosscd fluid or power in other form to make up the deficiency. To provide for such conditions. I have arranged my system so that the energy nvnilublc for Upon. rating the compressor in the sto )ping ot' the our may be mztomnticnlly supplemented by energy supplied direct! from the propellingmotor. complish by providing a number of bl'ltlltthvg the nmgnetio clutch circuit controlled jointl by the pressure switch 11, nnd the controller m, the nrrnngcnn-nt being such that as the prossurcin the reservoirffnlls, the l 10 brunch circuits are successively closed to place the clutch mechanism StlC-(tLSSlVPly' under the control of the controller arm in its various on or running positions; the order preferably being such that it full ot pressure 1 I bclon' the point vrhcre thc club-h is made operative when the controller is in its oil position, will cause it closure of the brain-h completed by the controller arm in its highest speed running position; it further full of no pressure resulting in the closure of t he branch completed when the controller arm is in its fifth or next to the highest speed position:

it still further fall (losing a brunch through which the clutch is actuated when the coni2 trolh-r arm is in its fourth position: and so on, the continued full of pressure placing the clutch mechanism under the control of the controller in successively lower running positions. Thus, in the modification illustratrd 3 This, in the present instance, I aw Hi5 so. current in Figs. 1 and 2, all the circuits of the clutch mechanism are interrupted when the ressure is sufficiently high to thrust the bri ging member beyond the first pair of contacts; when it falls sufficiently to bring the brid member between the first pair, h the clutc is made effective only when the controller is in its 08 position, and consequently the compressor is operated only by the kinetic energy of the car; when it falls to the point where contacts h are bridged, the clutch is actuated not only when the controller is in its off position, but also when its arm rests on contact n in its highest running position; when the ressure falls sufficiently to bridge contacts ii the clutch is actuated on positions n and n of the controller as well as on the olf position; when it falls sufiiciently to bridge contacts h the clutch is actuated in the off position, and in ositions n, n and n" of the controller; an so on, until when the pressure is so low that all the contacts are ridged, the compressor is actuated by the kinetic energy of the car when the controller is in its oil position, and also by the motor in all the runningpositions of the controller.

The arrangement of the branch circuits of the clutch so that they will be closed, first, in the off position of the controller, and then in succession from the highest to the lowest position of the controller as the ressure falls, is so that the su ply of energy or operating the brake mec ianism will be derived primarily from the kinetic energy of the car; and, if that is insufficient, then from the motor whenthe car has attained, and is running at, its highest rate of speed, and suceessively at its lower speeds as the pressure falls; and only from 'the motor at its lowest speed under conditions of abnormally low )ressurc in the reservoir. in this way, if the kinetic energy of the car alone is sullicient to supply energy necessary for the operation of the mechanism, it is possible to supplement it without imposing the drag of operating the compressor upon the. motor at the time when it is doing its heaviest work in the acceleration of the car. i 4

In the modification illustrated 'in Fig. 2 l have SllUWn an arrangement generally similar to that of Fig. l, with the addigon of a certain l'eature having to do with the control ol' the current used for the actuation of the magnetic clutch. As illustrated in'Fig. 1,

the circuit of the clutch is closed constantly when the controller is in its oil position and the pressure in the reservoir/f is such that contacts 10- are bridged, tluI-ffesult being that flows continuou y. through the clutch magnet. If the winding ol'the magnetic clutch is properly proportioned, this llow of current may be comparatively slight, and in no way detrimental to the operation of the system; but if it is desired, for any reason, to prevent this flow of current when the car comes to a standstill, it may be done bf employing an arranglement such as I have 11 ust 2.

rated in Fig. n this I provide, m addition to an organization such as described in the foregoing, an electro-magnet or relay p having an armature and cooperating contact p controlling the conductor 1, which extends from contact h of the pressure switch to the contact n of the controller. The winding of this electro-ma et may be included, as' shown, in a local circuitclosed through an insulated portion of the controller arm between contacts n and n, it being understood that the mechanical arrangement so of the contacts is such that when the arm 7 is in its oil position the local circuit referred to is completed through conductor 10, the armature m of the motor, the field coils m, the windings ol the relay ,and a portion of conductor 1, and is out 0 electrical connection with the supplywire, whereas in the various running positions of the controller the motor branch of the circuit is completed from the supply wire through the, controller arm, rheostat connections, motor, and conductor 10 to ground. With this arrangement, when the controller is moved tofits 01f position the local circuit referred to is closed, and the motor, driven by the car and acting as a generator, causes current to circulate in the winding of relay p, which draws up its armature, and thus completes the circuit of/ the magnetic clutch by way of switch conthrough the controller arm to the supply wine. But assoon as the car come 0 a standstill the armature ceases to revolve and enerate current, and in consequence relay p is deenergized, and its armature falling back, opens the circuit of the clutch magnet, thus preventing a continuous flow of current through it. 0

Although I have describcdmore or less p reeise forms and details of construction, I do not intend to limit myself thereto, as I contemplate changes in form, proportion of parts, and the substitution of equivalents as circumstances may suggest or render expo-i dient, without departing from the spirit or scope of m invention and claims}; For instance, alt rough I have illustrated a particular form of switch, and ressure mechanism for operating it, it w lebe understood that any one of a great variety of switches and pressure mechanism known to the art would serve my purpose equally well;- and that for the particular magnetic clutch which .i have illustrated, any one of u. mun her of well known l'orms might be substituted.

I claim: "1

1. In a hrakerontrol system, the combination with brake mechanism, a moting part which the same is adapted to engage, and

'- ing the same, of

-sup ly ener y means for moving said part, of a reservoir ada ted to contain ener for actuatingsaid mec anism, a device for crnishing energy to said reservoir as its su ply is de leted a connection between said evicc am said movi r part, and a controllin device adapted both to make inoperative t e means for moving said part, and to make operative the connection between said part and the aforesaid device for furnishing energy to the reservoir.

2. In a brake control system, the combination with a moving part, and means for moving the same, of brake mechanism adapted to arrest the movement of said part, a reservoir containing energy for. actuatin said hrake'mechanism, a device adapted to to said reservoir, and control ing mec lanism adapted to make ineffective the aforesaid means for movin said part, and to connect said part with sair device for supplying energy to the reservoir, whereby the reservoir is supplied by means of thefkinetic energy of said moving part.

3. In a brake control system, the combination with a moving art, and means for movflui pressure brakcmechanism adapted to arrest the movement of said part, a reservoir for containing the fluid for actuati said brake mechanism, a device-for altering t e pressure of the fluid in said reserv'oir, and acontrolling device adapted to make ineffective the-aforesaid means for lil0VlngS8-1d part, and to connect said part with said ressure altering device.

' make ineffective the a moving saidpart', of bra e mechanism adapt-' 4. In a rake-conttol system, the combination with a moving part, and means for moving said dpart, o uid pressure brake mechanism a opted to arrest the movement of said part, a reservoir for containin fluid under pressure for the actuation of sa'i brake mechanism ,a fluid compressing device adapt.- ed to supply fluid under pressure to said reservoir, and a controllin device adapted-to oresaid means for moving said part, and to connect said part with said 'fluid compressing device.

5. In. a, brake control system, the ombination with a moving art, and means for ed to arrest the movement of said part, a reservoir containing ner'y for actuating said brake mechanism, a device adapted to supply energy to said reservoir, clutch mechamsm adapted to connect said device with means for fmoving said part,

said moving part, and a controlling device adapted to make ineffective and to make operative said clutch mechanism to connect said )art' withthe encr 'y supplying device.

6. In a brake-centre system, the compimechanism adapted to arrest. the movement of said port, arescrvon' pressure h :r actuating soul brake mechanism,

the aforesaid uid, pressure brake for a" iluid under a fluid compressing device adapted to supply fluid under pressure to said reservoir, a connection between said device and said moving part, a magnetic clutch controlling said connection a controllin device adapted to render ineiicctive the a oresaid means for moving said )art, and'a circuit for said magnetic clutch a apted to he closed by said controlling device when the same is moved to render ineffective the aforesaid means for moving said part.

7. In a brake control system, the combination with a vehicle, and an electric motor for lnovin the same, of brake mechanism for anism for operating the same, clcctro-magnetically actuated mechanism for controllin said device, circuits for the clutch controlle by the pressure in the reservoir-and an electric switch for controlling both said electric motor and said eleotro-magnetic mechanism.

8. in a brnkccontrol system, the combination with a moving part, and an electric motor for moving the same, of brake mechanpart, an operative connection between said port and said brake mechanism, whereby said mechanism is actuated, a magnetic clutch adapted to control said connection, circuits for the clutch controlled by the pressure in the reservoir and an electric controller' adapted to control said motor and said magnetic clutch, and alternatively to render one or the other operative.

,9. In'a brake control system, the combination with a moving part, and an electric motor for moving the same, of brake mcchanism adapted to arrest the movement of said part a reservoir of energy for actuating said rake mechanism, a device ergy to said reservoir, an operative connection between said device and said moving nection, an electric circuit for saii magnetic clutch controlled by the pressure in the rcscrvior, an electric contro lor for said motor,

close the circuit of said mgnetic clutch at one point, nndan electric switch device associated with the aforesaid reservoir, and actu- .atcd to close the. clutch circuit at another oint when the energy in said reservoir falls below a predetermined amount.

-10. In a brake control system, the combination with a moving part and with the pro clling motor of the car or vehicle, 0 'air irake mechanism for arresting the movement of said part, a compressor forsupplying compressed ail-to said brnl e mec 1 anism, a connection between said compressor and said moving part, an electromagnetic device adapted to control said connection, an electric circuit for said device, and a switch [or controlling said circuit and arresting t is movement of said vehicle, a device for supplying energy to said brake mechism adapted to arrest the movement of said 1TH, a magnetic clutch controllin r said con said controller. having a contact adapted to for supplying cnmotor.

- trolled by the thereby controlling said device and the motor.

11. In a brake control system, the combination with amoving part and with the repelling motor of the car or vehicle, of

re e mechanism adapted to arrest the movement of said part, a device adapted to supply energy for the operation of said brake mechanism, a connection between said device and said moving art, an electroma etically actuated device for controlling sai connection, an electric circuit therefor, and a switch vfor controllin said circuit and thereby controlling said evice and the motor.

12. The combination with the running gear of a vehicle and with the ro elling motor of the car or vehicle, of a bra e for said runnin gear, a device for sup lying energy for t e o eration of said bra e, an electro-magnetical controlled connection between said runmng gear and said energy supplying device, an electric circuit therefor, and a switch controllin said circuit and thereby controlling sai device and the 13. The combination with the running gear of a vehicle and with the propelling motor of the car or vehicle, of flui pressure brake mechanism therefor, a compressor for supplying the fluid under pressure for the o eration of said brake mechanism, an eectro magnetically controlled connection between said running gear and said compressor, an electric circuit therefor, and a switch controllin said circuit and thereby controlling said evice and the motor.

14. The combination with the running gear of a vehicle, of an electric motor for actuating the same, fluid pressure brake mechanism for saidvehicle, a com ressor for supplyin fluid under pressure or the o eratlon o e ectro-rnagnetically controlled connection between said running gear and said compressor, a circuit-therefor, controlled by the pressure in the reservoir a controller adapted to control the operation of the aforesaid electric motor, and a switch contact of said controller controlling the circuit of the aforesaid electro-magnetic connection.

15. The combination with the running gear of a-vehicle, of an electric motor for operating the same, a circuit therefor, fluid pressure brake mechanism for said running gear, a reservoir containing fluid under pressurefor the operation of said brake mechanism, a compressor for said reservoir a connectionbetwen said compressor and said running gear, electro-magnetic mech anism controlling said connection, a circuit for said electro-magnetic mechanism, .con-

ressure in the reservoir an electric control or ada ted to control the circuit of the aioresaic, motor and the cirsaid brake mechanismv an enacts and a switch actuated by change of pressure in the aforesaid reservoir adapted to 006perate with said controller in the control of the circuit of said electro-magnetic mechanism. r 16. The combination with the rennin gear of a vehicle, an electric motor for operof fluid pressure brake mechanism ior sai running gear, a reservoir containing fluid under pressure for the operation of said brake mechanism, a compressor for supplying said reservoir, 0, connection between said running gear and said compressor, electromagnetic mechanism controlling said connection, an electric circuit t ierefor, an electric controller for controlling the circuit of said motor adapted to be moved into on and olf positions, a branch of said circuit of said electro-magnctic mechanism "closed by the controller in its ofi position, another branch closed by the controller-in its or; ositionfand a switch adapted to close saii l ast mentioned branchlat another point, said switch being operated byan abnormal decrease of pressure in said ervoir.

17; The combination the running gear of a vehicle, an electric motor for operating the same, and a circuit for said motor,

voi r containing fluid under ressure for the operation of said brake mee anism, a compressor for supplying said reservoir, a connection between said running gear and said compressor, electro magnetic mechanism controllin said connection, an electric circuit there or, an electric controller for controlling the circuit of said motor ada ted to be moved into on and off positions, a ranch of said circuit of said electro-magnetic mechtion, another branch closed by the controller in itsonposition, a switch controlling each of said branches; and mechanism actuated by change of pressurein said reservoir to oper-- ate said switches.

18. The combination with the running gear of a vehicle, an electric,motor for oerating the same, and a circuit for said motor, of fluid pressure brake mechanism for said running gear, a reservoir containing fluid under pressure; for the operation of said ing said reservoir, a connection between, said magnetic mechanism controllin said conmotor adapted to be moved into on and 0H positions, a branch of said circuitof said electro-magnetic mechanism closed by the controller mi-ts off position, another branch switch controlling each of said branches, and

anism closed by the controller in its ofi posi-- brake mechanism,-a compressor for supplyv cuit of said electro-r'nagnetic mechanism,

ating the same, and a circuit for said motor of fluid pressure brake mechanism, a reserrunning gear and saidcompressor, elertronection, a circuit therefonan .e ectric con-1; trailer for controlling the circuit of said closed bythe'controller in its onposition, a

running gear operative.

mechanism actuated by change of plessure in said reservoir for operating said switcl'res, I l

said lllttllllliilblll being adapted to close the lust. mentioned branch. upon a predetermined decrease of pressure in said res rvoir, and to 5 close the switch controlling the other branch upon a greater or ahuormal decrease of pressure in said reservoir.

Hi. The cornhinatiou with the running gear ol a vehicle, of on lectric motor for op-- erating the some, a reservoir for containing fluid under prrssure, mechanism adapted to he operated h said fluid, a compressor for said reservoir, on electro-|nagnctxically con trolled connection between said ctnhprcssor and said running gear. an electric circuit therefor controlled by the pressure in the reservoir, and a switch adapted to control said circuit.

.10. The comhinatimi with the running gear of a vehicle, and an electric motor for operatipg the same, of a reservoir for corn mining lluid under pressure, mechanism adopted to be actuated by said fluid, a conrmovement ol said running gear adapted to pressor for said reservoir, a connection hetween said compressor and said running gear, 4-lcctic-magnetic mechanism adapted to control so id connection, a circuit for said electromagnetic mechanism, a controller for closing the circuit of the aforesaid electric motor to operate the running gear, and switch contacts controlling the circuit of said eleetromagnetic mechanism closed by said eontroller when it is moved to open the circuit of electric motor, whereby the com ressor is automatically connected with said running gear when the motor is disconnected.

2L The combination with the running gear of a vehicle, on electric motor for operatim, the same, and a circuit for said motor, of lluid pressure hrake mechanism for said running gear, a reservoir containing fluid under prcssure for the peration of said hrakc mechanism, a compressor-fin supp]; ing said reservoir, a connection hetwccn said running gear and said com u'essor, electro-magnetie mechanism contro ling said eonnectirm, an electric circuit therefor, an electric controller for controlling the circuit. of said motor adapted to he moved into on andolf posit'ions, a branch of said circuit of said electromagnetic mechanism closed hythc controller in its off position, and another branch closed by the controller in its on posit on.

32. The combination with the running gear of a vehicle, of a motor for operat im, the same, a reservoir for containing energy, mechanism adapted to lie operated by the energy contained in said reservoir, a device for supplying energy to said reservoir, 0. con-- ncotion hctwcen stud device and said running gear, and controlling mechanism adapted to make the aforesaid motor inoperative and the connection hetween said device andsald l i I l y l l l i l i .23. The combination with the running gear of a vehicle, of a motor for operating the same, a reservoir for containing energy," mechanism adapted to he operated [W the energy contained in said reservoir, a device for supplying energy to said reservoir, 3 connertion between said device and said running gear, controlling mechanism adapted to make the aforesaid motor inoperative and the connection hetween said device and said running gear owl-alive, and a device rs sponsive to the movement of said vehicle adapted to render said controlling mechanism operative i 2-1. The combination with the running gear of the vehicle, of an electric motor for operating the same, a reservoir for containing, fluid under pressure, mechanism adapted to he operated by said fluid, a compressor for said reservoir, an electronnagnetically eontrollcd connection between said compressor and said running gear, an electric circuit therefor controlled by the pressure in the reservoir, and a switch responsive to the control said circuit.

25. The combination with the running gear of a vehicle, of fluid pressure hrake mechanism therefor, a compressor for supplying the fluid under pressure for the operation of said: brake mechanism, an elect-romagnetically controlled connection between ssud running gear and said compressor, an

electric circuit therefor controlled by the pressure in the reservoir, and a switch rcsponsive to the movement of said running gear adapted to control said circuit.

26. The combination with the running gear of a vehicle, of a brake for said running gear, a device for supplying, energy for the o'iemtion of said brake, an electro-magnetically controlled connection between said running gen r and said energy supplving device, an electric circuit therel'or, a re ay eontrolling said circuit, an energizing circuit for said rela and a source of current in said circuit ma 0 operative by the movement of said runnin gear.

27. he combination with it movin part, of an electric motor for movin sai part, fluid pressurebrake mechanism or arresting the movement of said not, a com )ressor for supplying the fluid under n'essure or the operation of said brake mee ianism, an electromagnetically controlled romicction between said moving part and said compressor, a cir: cuit therefor, a controller adapted to control the operation of the aforesaid electric motor, a magnetic switch controlling the circuit of the aforesaid electroomigncticnlly controlled eonm-ction, and a circuit For said electro magnetic switch including the armature of said electric motor and completed in contacts of said controller.

28. The combination with the ("dining gear of a vehicle, an electric motor for operatin the same, and a circuit for said motor, 0 fluid pressure brake mechanism for said running gear, a reservoir containing lhiiil under pressure for the operation of said brake mechanism, a. compressor for supplying said reservoir, a connection between sai running gear and said coin ressor, electromagnetic mechanism contro ing said connection, an electric circuit therefor, an electric controller for controlling the circuit of said motor adapted to be moved from an off position to a succession of on pcEitions, a number of branches of the circuit of said electro-magnetic mechanism, a branch of said circuit be ing adapted to be closed by said ccintroller in each of its positions, a switch having a pinrality or contact points adapted for suecessi ve closures, said contact points being connected with various branches; of said circuit, and mechanism for operating said switch controlled by the pressure in said reservoir, the branches of said circuit being so related to the electric controller and the aforesaidswitch that as the I'HGSHUIG in said reservoir decreases the branch associated with the off position of the controller is first i-losed, and then the branches associated with the on positions of the controller, commencing with the position mostremote from the oil position.

29. In a brake system, the combination with a vehicle, and an electric motor for moving the same, of a controller for controlling said motor, said controller having an oil position and a plurality of on positions, of brake mechanism for arresting the movement of said vehicle, mechanism adapted to supply energy for the operation of said brake mechanism, a magnetic clutch adapted to connect said mechanism with the running gear of the vehicle, and a plurality of alternative circuits for said magnetic-clutch associated with said controller, and adapted to be closed altcrmttively in its various )ositions.

E )WIN J. N EW'ION. Witnesses:

EDWIN H. QMYTHE, LOUIS B. Emma.

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